Carbureter.



G. KINGSTON. CARBURBTBR. APPLICATION P1LEDQcT.1s,191a.

1,130,981.` Patented Mar. 9, 1915v 7 2 SHEETS-SHEET l.

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"wi/lineas@ G. KINGSTON. CARBURETBR. APPLICATION FILED 0G1.13, 1913. 1,1 30,981; Patented Mar.9,1915

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by a throttle valve, but 1t has GEORGE KINGSTON. 0F KOIKOMO, INDIANA.

CARB'URETER.

Specieation of Letters Patent.

Patented Mar. 9, 1915.

Application tiled October 13, 1913. Serial No. 794,825.

To all whom it may concern: t

Be it known that I, GEORGE KINGSTON, a citizen of the United States of America, residing at Kokomo, in the county of Howard and tntate of Indiana, have invented certain vnew and useful Improvements in Carbu.

reters, of which the following is a specification, reference being had therein to the accompanying drawings. l i

This invention relates to improvements 1n devices for supplying explosive charges to internal combustion engines, and more particularly to carbureters especially adapted forv use upon vehicles and other motors where there is a constantly varying speed and load.

The object ofthis invention is to provide an automatic proportionate regulation of air and fuel whereby the most efficient operation of a motor at all speeds and easy start# ing is effected.

A further object is to provide a simple construction which is cheap to manufacture and embodies certain other new and useful features, all as hereinafter more fully described.

Having these and other ends in view, the invention consists in bringing certain old and well known elements into a new and definite relation and combination within a suitable structure, whereby an automatic variation in the velocity of airpassing over a regulable fuel supply is secured to givegan explosive mixture which will be varied according to engine requirements and whereby, fuel is supplied in such a manner as to glve Fig. 2, a horizontal section through the same substantially upon the line of Fig. l; and Fig. 3 is an end elevation, withA portions broken away and in section to show the construction.

It is common to construct carbureters with a main air passage into which fuel is introduced and taken up bythe' air passing therethrough, the supply of fuel being controlled by a iioat within a oat chamber and the outlet from the passage being, controlled een found that the desired proportion of fuel to that of air is not obtained at all speeds of the engine, due to the fact that the velocity of the air passing the fuel supply is not highA enough at all times and is not automatically controlled. What are commonly known as mixing valves have also been used to supply explosive charges to internal combustion 1 engines but in these devices, the fuel is admitted to the air passage by the lifting of a suction/actuated member or valve and this member can not be arranged to accurately controlthe flow of fuel where-the speed and load varies through wide ranges.

In this invention, certain old and well known elements, including a suction actuated valve, are brought into a new and delinite relation, said valve being arranged to control the velocity of the air passing'over the fuel supply and to control the suction acting upon a fuel by-passto supplement the charges passing said valve'. This arrangement is embodied in a structure shown in a preferred form inlthe accompanying drawings, in which a suitable cup-shaped float chamber 1 4has a lateral extension 2 vwithin which is located a valve seat for a valve 3`controllingthe admission of fuel through a hollow stem 4 to the float chamber. Ihe ioat 5V which is of the ring type operates through the medium of a lever 6 to unseat the valve and maintain the desired height of fuel in the chamber, the Iparts being all arranged and constructed in an old and well known manner. The open top of the float chamber is closed by a cover plate 7 which is formed with a leg or boss 8 extending downwardly in the center of the chamber and is provided with a yscrewthreaded lower end to engagey an opening in the bottom of the chamber or cup'. A nut 9 engaging the projecting end of the leg, forces the cup against a suitable packing 10 which is seated against a Hange on the leg to prevent leakage and also holds the rim' of the cup in firm contact with the cover plate. A passage, preferably formed integral with the cover, extends diametrically across the same and has tubular'ends projecting laterally from the cover to one of which ends a pipe or conduit, (not shown) may be attached to conduct air into the inlet end portion l1 of the passage and to the other or outlet end portion 12 of the passage a pipe or engine manifold (not shown) A wall 13 extends transversely across theA passage intermediate its ends and a continuation of the inlet end of the passage dips down beneath thiswall forming a fuel sup ply chamber 14: the bottom of which 1s below the normal level of the fuel in the lioat chamber. rthis chamber is connected with the lloat chamber by means of a duct or pas sage 15 formed in the leg 8, said duct opening through the bottom of the chamber 14 in the central portion thereof and being enlarged near its upper end to receive a needle valve 16 andto form a seat for said valve. The wall 18 is extended laterally to form a horizontal Wall 17 over the chamber 14 and separate said chamber from the outlet end of the passage, the inner end of the outletportion of the passage adjacent to the wall 13 and above the wall 17 forming a suction chamber 18. In the Wall 17 is an opening 19 closed by a ball valve 2() seating thereinwithin the suction chamber, said ball being adapted to be raised by la partial vacuum created in the suction chamber by the operation of the pistons of' an engine connected to the outlet .end of the passage.v Said ball is limited .in its upward movement by a stop plug 21 screwed into an opening in the wall of the chamber 1S directly above the ball seat, and the suction in said chamber is f ontrolled to regulate the speed and power of the engine, by a throttle valve of the usual form, laced within the outlet end ofthe passage and operated bv the usual lever upon one end of a shaft to which thel valve is secured.

Within the wall 17 between the opening 19 and upwardly extending portion 13 of the wall, s a screwthreaded opening to receive a tube 24 having notches 25 in its upper end to be engaged by a suitable tool for turning the tube to adjust its lower ope-n end toward or from the bottom of the chamber 14, and open end of the .l'uel dust 15 therein. The needle valve 16 extends upward through said tube and is provided with tinA usual enlarged and screivthreaded outer and portion to engage the screwthrcaded bore of a suitable boss 2t', on the wall of the chamber 18, said boss being externally screwthreadcd on its outer end to receive a packing nut 27.

When the engine to which the carbureter is connected is at rest, fue] will rise in the duct 15 and overflow into the bottom of the uel chamber 14, forming a shallow puddle therein. and the tube 24 will preferably be so adjusted that its lower open `end will be in proximity to the surface of the puddle. When tbc engine is` turned over in starting, there wiltbe a strong suction through the tube 24 due to the fact that the gravity ball valve 2U is seated at the time. As the lower Y by end of the by-pass tube 24 is close to the surface of the fuel puddle, the air drawn in over the fuel surface will take up a quantity of the fuel sutlicient toiform a saturated charge for starting the engine, and by adgreater or lesser proportioniof fuel will be drawn through and easy starting of the engine is secured at all temperatures. The size of the by-pass 24 and the weight of the valve 20 are so yproportioned relative to each other and to thev piston displacement ofA the engine to which the carbureter is adapted to be attached, that as soon as the engine starts, the suction within the suc tion chamber 18 will lift the valve from its seat even when the throttle vvalve 22 is nearly closed and air will enter and `mix with the charges drawn through ,the bypass. The air passing 'the automatic gravity valve will always have a high Velocity owing to the automatic choking of the flow the valve at' all speeds of i the engine, and thus, owing to its velocity, the main body of air sweeping over the fuel supply will take up a quantity of the fuel to supplement that drawn in through the by-pass. The stop 21 is ysoarranged,that the ball valve cannot get out of place and it is also limited in its lift thereby so that at highest speeds, the passage will be somewhat restrioted andcause ajsuction on the by-pass tube, the ball operating to constantly vary this suction as the speed of the engine varies. Theball valve also operates to constantly Varythe air restriction or passage past its seat, and thus the velocity of the charges or air waves through the cham-4 ber 111 is maintained at such a height as to cause fuel to be taken up thereby, the check.- ing of the flow of air through said chamber between impulses also causing a complete` andfthorough carburetion of the air.

)usting the tube toward or from the fuel'a ln cold ii/cather, if found desirable, the

by-pass tube. 24 may be set so that its lower end will be immersed in the fuel puddle when the engine is idle, and `thus in starting raw gasolcne willbe sucked in through said tube and during the normal running of the engine a stronger suction upon the fuel supply will be secured through the by-pass.

Obviously, theform and arrangement of the parts, the construction and arrangement of the main air passage, and the particular manner in which the fuel is supplied thereto,

-may be varied without departing `from the spirit of my invention, and further, any form of suction actuated valve may be substituted for the gravity ball valve if found desirable. I do not therefore limit myself to the yconstruction shown.

vHaving thus fully described my invention what 1 claim is 1- 1. In a carburetor, the combination of a ioat chamber, a float in said chamber, a

'member formed with a passage formed invfel'mediate its ends with a portion extending below the normal level of fuel in the fuel suction actuated valve in said passage, and

. an auxiliary passage opening at one end into said passage adjacent to the fuel puddle and lat its opposite `end 'into the passage at' the opposite side of the valve.

2. In a carbureter, the combination of a member provided with a passage` extending therethrough, means forsup'plying fuel to said passage, a suction actuated valve to -close said passage, and a by-pass member exs tending past said valve with one end opening adjacent to the fuel supply and its opposite end opening into said passage at the other side of said valve.

3. In a carbureter, the' combination of a member forming a main air passage, a Wall extending across said passage and provided withan opening, a suction actuated valve to close said opening, means for supplying fuel to said assage, and a tubular member forming a y-pass around said valve with an open end adjacent to and adjustable toward and from said fuel supplying means.

4. In` a carbureter,.the combination of a' member forming a main air passage, a iioat chamber, a ,iioat in said chamber, means .communicating with the float chamber to receive fuel therefrom and opening into said passage, a suction actuated valve 1n sald passage for closing the same, and a by-pass around said valve opening at its ends' lnto said 4passage at each side ofsaid valve with one end adjacent to and adjustable toward and from said fuel supply means. i

5. In a carbureter, the combination ofy a member forming a mainair passage, a wall extending abross said passage intermediate its ends and provided with an openin form-I ing a valve seat, a suction actuate valve engaging said seat, means for supplying fuel to the assage at the inlet side of said valve,

and a y-pass comprising aitubular member ber extendin extending through said wall and adjustable therethrough.

6. In a carbureter, the combination of a float chamber,- a float in said chamber, a member forming an air passage with a portion of said passage extending downward in said chamber below the normal level of fuel in said chamber and communicatin with t e float chamber and opening into t e bottom of said portion of the passage, a wall extending across said passage adjacent to said portion and ro'- vided with a screwthreaded opening an an opening forming a valve seat, a valve engaging said seat, and a tubuiar member in said screwthreaded opening to be adjusted therein toward and from the bottom of said portion of said passage.

7. In av carbureter, the combinationvof a.

-fuel chamber, said member being provided with a duct communicating with the float chamber and opening into the bottom of the fuel chamber, a wall extending across said passage above said fuel chamber and provided with an opening to provide communication `between said fuel chamber and the outlet end of the passage, a suction actuated valve to close said opening,'a tubular memthrough said wall with its lower end a jacentto said duct, a needle valvefor controlling said duct extending upward through said tubular member, and a throttle valve in the outlet end of said passage.

In testimon whereof I ax my signature in presence o two witnesses. i

' GEORGE KINGSTON.

'Witnesses: Y

ANNA M. Doma, C. R. ST'ICKNEY.

rovided with a duct 

